WO2017076862A1 - Procédé de commande d'un couple d'entraînement et ensemble de chaîne cinématique destiné à mettre en œuvre le procédé - Google Patents

Procédé de commande d'un couple d'entraînement et ensemble de chaîne cinématique destiné à mettre en œuvre le procédé Download PDF

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Publication number
WO2017076862A1
WO2017076862A1 PCT/EP2016/076348 EP2016076348W WO2017076862A1 WO 2017076862 A1 WO2017076862 A1 WO 2017076862A1 EP 2016076348 W EP2016076348 W EP 2016076348W WO 2017076862 A1 WO2017076862 A1 WO 2017076862A1
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WO
WIPO (PCT)
Prior art keywords
drive
electric machine
drive axle
speed
torque
Prior art date
Application number
PCT/EP2016/076348
Other languages
German (de)
English (en)
Inventor
Michael HÖCK
Harwin l NIESSEN
Juan Manuel Micó Soler
Original Assignee
Gkn Driveline International Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gkn Driveline International Gmbh filed Critical Gkn Driveline International Gmbh
Priority to US15/771,434 priority Critical patent/US10227070B2/en
Priority to CN201680077710.1A priority patent/CN108473043B/zh
Publication of WO2017076862A1 publication Critical patent/WO2017076862A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/18081—With torque flow from driveshaft to engine, i.e. engine being driven by vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B60W2520/263—Slip values between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/406—Torque distribution between left and right wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for controlling the drive torque and the drive speed in the drive train of a motor vehicle.
  • the invention further relates to a drive train arrangement for carrying out such a method.
  • Motor vehicles which have a first drive train with a first drive source for driving a first drive axle and a second drive train with a second drive source for driving a second drive axle.
  • the drive sources may differ from each other, for example, one of the two drive sources may be designed as an internal combustion engine and the other as an electrical machine.
  • Such drive concepts are also referred to as "hybrid drive.”
  • the electric machine and the internal combustion engine can drive the motor vehicle individually or jointly superimposed.
  • the electric machine is usually downstream of a transmission in the power path, which translates the rotary motion generated by the electric machine from fast to slow and divides it into two side shafts.
  • Such transmissions for electrically powered drive axles may include a shutdown system to optionally decouple the electric machine from the wheels at higher vehicle speeds. This allows a favorable design of the electric machine with respect to traction and reduces friction losses at higher vehicle speeds.
  • the output power of the electric motor can be changed as needed in a range of up to 12 kW, wherein the control of the electric motor by means of an electronic control unit (ECU) takes place.
  • ECU electronice control unit
  • the engagement and disengagement of the electromagnetic clutch is also controlled by the ECU, which regulates the power supply and the interruption of the power supply to the electromagnet of the electromagnetic clutch.
  • a motor vehicle with an internal combustion engine as the primary drive for driving the front axle and an electric motor as a secondary drive for driving the rear axle is known.
  • the electric drive includes a reduction stage and a differential. Between the reduction stage and the differential, a friction clutch is arranged for connecting and disconnecting the rear axle drive
  • a four-wheel drive train of a motor vehicle with a permanently driven front axle and, if necessary, drivable rear axle is known.
  • the torque distribution between the front axle and the rear axle via a transfer case with a Reiblamellenkupplung, which is controlled by an electronic control unit, and a longitudinal drive shaft.
  • XDrive The new four-wheel drive in the BMW X3 and BMW X5", ATZ 2/2004, vintage 106, a similar four-wheel drive train is known.
  • the hybrid vehicle has a first electric motor as a primary engine and an internal combustion engine as a secondary engine, wherein a second electric motor is provided for starting the internal combustion engine.
  • the hybrid vehicle can be operated purely electrically by the primary engine in a first operating mode. In a second operating mode, the internal combustion engine can be switched on and off as required for the primary engine.
  • DE 10 2014 200 427 A1 discloses a further method and a control device for operating a hybrid vehicle.
  • a motor vehicle with a first drive machine in the form of an internal combustion engine for driving a first drive axle and a second drive machine in the form of an electric motor for driving a second drive axle is known.
  • a drive control device is provided, which is set up to control the first and the second drive machine as a control variable as a function of a setpoint torque.
  • the drive torque specifications are converted into suitable control signals for operating the first and second drive machines.
  • a method for controlling a viscous coupling in the drive train of a motor vehicle comprises a first drive axle and a second drive axle, which can be drive-connected with each other via the viscous coupling. It is provided an actuating unit for actuating the viscous coupling in response to a speed difference between the rotational speed of the first coupling part and the rotational speed of the second coupling part.
  • a sudden torque jump can lead to undesirable torsional vibrations in the drive train, which can affect the ride comfort.
  • a control device for an electric vehicle and a method for controlling the electric vehicle includes a feedforward calculation unit for determining a first torque setpoint, and an engine torque control unit that controls the engine torque in dependence on the first torque setpoint.
  • the pre-control calculation unit is intended to increase the stability of the control system and reduce the tendency to vibrate in the drive train.
  • the present invention has for its object a method for controlling the drive torque and the drive speed in the drive train of a motor vehicle zeugs suggest, can be reduced or avoided with the torque peaks and torsional vibrations in the drive train.
  • the invention is further based on the object to propose a corresponding drive train arrangement with which such a control method can be performed.
  • a solution consists in a method for controlling the drive torque and the drive speed in a drive train arrangement of a motor vehicle, wherein the drive train arrangement comprises a first drive train and a second drive train, which are mechanically separated from each other, wherein the first drive strands one driven by a first drive unit first Having drive axle with an axle differential, and wherein the second drive train comprises an electric machine and a second drive axle with at least one controllable coupling, comprising the following method steps: monitoring a rotational speed of the first drive axle; Monitoring a speed of the second drive axle; Determining a target speed for the electric machine for driving the second drive axle, wherein at least one of the rotational speeds of the first drive axle and the second drive axle is used to determine the desired speed of the electric machine; Controlling the electric machine in a target speed mode as a function of at least one of the rotational speeds of the first drive axle and the second drive axle; Determining a target torque for driving the second drive axle, wherein at least the rotational speed of the first drive axle and the rotation
  • a special feature therefore consists in that the electric machine is controlled in a desired speed mode as a function of at least the rotational speed of the first drive axle and / or the rotational speed of the second drive axle and that the clutch in a desired torque mode as a function of at least the speed of the first drive axle and the speed of the second drive axle is controlled.
  • the transferable from the controllable clutch torque according to the Determined target torque in particular infinitely variable adjustable.
  • setpoint speed mode is meant by control technology, that the speed of the electric machine is the setpoint to be set (setpoint) for controlling the electric machine.
  • the rotational speed of the electric machine necessary for controlling the driving dynamics is determined and the electrical machine is set or controlled accordingly to this setpoint rotational speed.
  • Determining the setpoint speed takes place on the basis of at least the speed of the first drive axle and / or the speed of the second drive axle, it being understood that further input variables for determining the setpoint speed can be taken into account.
  • the determination of the setpoint speed can be carried out, for example, by means of an electronic control unit (ECU) which is connected to the electrical machine in terms of control technology.
  • ECU electronice control unit
  • setpoint torque mode is meant by control technology, that the torque is the setpoint to be set (setpoint) for controlling the at least one clutch.
  • the torque required for controlling the vehicle dynamics torque of the clutch is determined and the clutch is set or driven accordingly to this target torque.
  • the determination of the setpoint torque takes place on the basis of at least the rotational speed of the first drive axle and the rotational speed of the second drive axle. It is understood, however, that further input variables for determining the desired torque can be taken into account.
  • the desired torque can be calculated, for example, by means of an electronic control unit (ECU), which is connected to the clutch control technology.
  • ECU electronice control unit
  • the control of the electric machine and the at least one clutch can be carried out with the same or different electronic control units.
  • An advantage of the speed control of the electric machine is that there are extended possibilities for vehicle dynamics control of the motor vehicle.
  • the rotational speed of the electric machine can be controlled such that an increased rotational speed for driving the second drive axle is made available compared to the current rotational speed of the first drive axle.
  • the electric machine can do so be controlled to behave like a longitudinal drive shaft at a predetermined speed.
  • the adjustment of the torque can then, as known from four-wheel drive concepts with longitudinal drive shaft, be effected by appropriate regulation of the torque of the at least one clutch.
  • At least one clutch is meant that the second drive train may have one, two or more clutches.
  • Features of the at least one clutch described in the context of the present disclosure may also apply to a further clutch in the second drive train. It is understood, however, that the further coupling can also be designed differently than the at least one clutch.
  • the at least one clutch also referred to as a clutch for short, is preferably designed in the form of a friction clutch, which is characterized in that the torque which can be transmitted between the clutch input part and the clutch output part is infinitely variably adjustable.
  • a friction clutch is a multi-plate clutch. The regulation of the torque of the friction clutch via the electronic control unit.
  • the two drive trains are mechanically separated from each other.
  • the first and the second drive train are designed separately and no force-transmitting member is provided between the two drive trains.
  • the first drive source alone serves to drive the first drive train or the first drive axle
  • the electric machine alone serves to drive the second drive train or the second drive axle.
  • the first drive axle can be designed as a front axle of the motor vehicle and the second drive axle as a rear axle.
  • the rotational speed of the first drive axle and / or the rotational speed of the second drive axle are monitored. This can be done by detecting a signal representing the rotational speed of the respective drive axle. For example, one or more of the following sizes can be sensed for this purpose are: the speed of the differential carrier of the axle differential of the first drive axle and / or the rotational speeds of the wheels of the first drive axle and / or the rotational speed of a drive member of the second drive axle and / or the rotational speeds of the wheels of the second drive axle.
  • the speed control of the electric machine and the torque control of the clutch takes place on the basis of a determined speed difference between the first drive axle and the second drive axle.
  • the rotational speed of the axle differential of the first drive axle can be compared with the rotational speed of at least one of the wheels of the second drive axle.
  • the rotational speed of the axle differential can be determined by means of a sensor, or, if an open differential is used, also calculated from the rotational speeds of the respective side shafts or the associated wheels.
  • One or more process guides or operating modes for the control of the electrical machine and the at least one clutch are conceivable, specifically a driving dynamics mode, a recuperation mode and / or a sailing mode.
  • the control of the driving dynamics of the motor vehicle is particularly important when cornering of importance, with the vehicle speed plays a crucial role.
  • it can be provided as a further method step that a steering variable representative of the steering angle of the wheels of the motor vehicle is monitored and a corresponding steering signal is generated.
  • the steering signal can then be used to set the desired speed of the electric machine and / or the desired torque of the clutch to influence the driving dynamics of the motor vehicle.
  • the setpoint speed of the electric machine can be set as a function of the steering signal, it being possible in particular for the setpoint speed of the electric machine to be greater. is set, the greater the steering angle of the motor vehicle.
  • the electric machine can also be controlled in other ways.
  • the electric machine can be switched on when cornering during overrun, or when the motor vehicle during cornering from the drive mode in coasting mode changes.
  • the target speed of the electric machine can then be set such that the second drive axle can be driven at a lower speed than that of the first drive axle.
  • a negative torque can be exerted on the second axis or on a side shaft by closing the clutch.
  • the second drive axle is braked relative to the first drive axle.
  • it is particularly favorable if, during the load change in the overrun mode, the inside wheel of the second drive axle is subjected to a negative torque. In this way, an undesired understeer of the motor vehicle is counteracted.
  • the electric machine for driving the motor vehicle can be switched on when the rotational speed of the first drive axle is greater than the rotational speed of the second drive axle, wherein the target rotational speed of the electric machine is then preferably set such that the second drive axle with a larger rotational speed can be driven as the first drive axle.
  • the electric machine When driving straight ahead or at higher speeds of the motor vehicle, as they occur for example in overland or highway driving, the electric machine can be switched off and the at least one clutch can be opened to avoid drag torque.
  • a transverse acceleration variable representative of the lateral acceleration of the motor vehicle is monitored and a lateral acceleration signal is generated, wherein the lateral acceleration signal can be used to determine the set speed of the electric machine and / or the setpoint torque of the clutch.
  • a motor variable representative of the engine torque and / or the engine speed of the motor vehicle is monitored and a motor signal is generated, wherein the motor signal can be used to determine the set speed of the electric machine and / or the setpoint torque of the clutch.
  • a representative of the position of the accelerator pedal of the motor vehicle accelerator pedal size is monitored and an accelerator pedal signal is generated, wherein the accelerator pedal signal for determining the desired speed of the electric machine and / or the desired torque of the clutch can be used.
  • wheel speed values representative of the wheel speeds of the motor vehicle are monitored and wheel speed signals corresponding thereto are generated, wherein the wheel speed signals can be used to determine the set speed of the electric machine and / or the setpoint torque of the clutch.
  • the steering signal, the lateral acceleration signal, the engine signal and / or the wheel speed signals for controlling the rotational speed of the electric machine may be used singly or in combination.
  • further variables are detected and used for the determination of the setpoint speed of the electric machine or the setpoint torque of the clutch, such as the longitudinal acceleration, the position of the accelerator pedal, the yaw rate of the motor vehicle and / or other signals in question.
  • the at least one clutch can be closed when the motor vehicle is in overrun mode.
  • a pushing operation is understood in this context, a driving condition in which the drive source of the first drive axle or the electric machine is dragged (pushed) through the vehicle.
  • the electric machine is driven by the wheels of the second drive axle and operates in generator mode.
  • the electrical machine converts the mechanical energy introduced by the drive axis into electrical energy, which can be stored in a battery connected to the electrical machine.
  • the at least one clutch can be opened when the motor vehicle is operated in the sail mode, so that the electric machine is decoupled from the wheels of the second drive train.
  • sailing is intended here to include the function when the primary drive source (internal combustion engine) is decoupled from the first drive train while driving without braking.
  • the electric machine can also be decoupled from the second drive train, which is done by opening the at least one clutch.
  • the first drive source (internal combustion engine) and / or the second drive source (electric machine) can be switched off. This has the advantage of using the existing kinetic energy for locomotion instead of losing it in the form of towing power.
  • the primary drive source continues in idle mode.
  • the solution of the above-mentioned object further consists in a drive train arrangement for a motor vehicle, comprising: a first drive train with an axle differential and two side shafts, wherein the first drive train is rotationally drivable by a first drive unit; a second drive train having an electric machine and a torque distribution unit with at least one clutch, wherein the torque distribution unit of the electric machine is rotatably driven and configured to divide a torque introduced by the electric machine on two side shafts; wherein the first drive train and the second drive train are mechanically separated from each other; first sensor means for determining a first speed of the first drive train; second sensor means for determining a second speed of the second drive train; a control unit for controlling the electric machine and the at least one clutch; the Control unit is adapted to perform the above method according to one or more of the above embodiments.
  • the coupling is designed such that the transferable torque between an open position in which no torque is transmitted, and a closed position in which a full torque is transmitted, is infinitely variable adjustable.
  • the coupling is designed in particular in the form of a friction clutch, preferably in the form of a Reiblamellenkupplung.
  • the second drive train has a gear unit which divides a torque introduced by the electric machine into two output parts.
  • the transmission unit may, according to a first possibility, comprise an axle differential which has a differential carrier drivable by the electric machine, a differential gear set and two side-shaft gears as output parts. In this embodiment, preferably only a single clutch is provided.
  • the clutch may be located in the power path between one of the two side gears and the associated side shaft, or between the electric machine and the differential carrier (booster).
  • the gear unit can be designed according to a second possibility without compensation function between the output parts, that is, the two output parts of the transmission unit rotate together.
  • two clutches are preferably provided, wherein the two clutches, in particular in the power path are arranged between the electric machine and each associated side shaft (Twinster).
  • the transmission unit can be designed as an input transmission, that is to say with a fixed transmission ratio between transmission input and transmission output.
  • the transmission unit can also have a controllable switching stage with which the speed introduced by the electric machine can be translated to different output speeds.
  • Such a transmission with multiple gears is also referred to as a manual transmission.
  • FIG. 1 shows schematically a drive train arrangement of a motor vehicle with electrical and electronic components for the control of the drive in a first embodiment
  • Figure 2 schematically inputs and outputs for the control of the electrical
  • FIG. 3 schematically shows a drive train arrangement of a motor vehicle with electrical and electronic components for controlling the drive in a second embodiment
  • FIG. 4 schematically shows input and output variables for the control of the electrical system
  • FIGS. 1 and 2 show a mechanical Antriebstrangan kann 2 of a motor vehicle.
  • the drive train arrangement 2 comprises a first drive train 3 with a first drive axle 4 and a second drive train 5 with a second drive axle 6.
  • the first drive train 3 is drivable by a first drive unit 7, which is designed in particular in the form of an internal combustion engine, wherein also another drive source such as an electric machine would be conceivable.
  • the first drive unit 7 may be downstream of a manual transmission, with which the engine torque is converted into a drive torque or the engine speed in a drive speed.
  • the second drive train 5 can be driven by a second drive unit 13, which is designed in the form of an electric machine.
  • first drive axle 3 forms the front axle and the second drive axle 6 forms the rear axle of the motor vehicle, wherein a reverse arrangement is also possible.
  • the two drive trains 3, 5 are mechanically separated from each other, that is, there is no power transmission between the two drive trains possible.
  • the first drive unit 3 is used solely for driving the first drive axle 5, while the electric machine 13 alone serves to drive the second drive axle 6.
  • the first drive axle 3 comprises an axle differential 8, which distributes the introduced drive torque equally to the right and left side shafts 9, 10 of the motor vehicle.
  • the two side shafts 9, 10 comprise at their gear-side end and at their wheel-side ends each a constant velocity universal joint (not shown), which allow a torque transmission to the wheels 1 1, 12 of the motor vehicle under angular movement.
  • the second drive axle 6 comprises an axle differential 14, which transmits the drive torque introduced by the electric machine 13 uniformly to the right and left side shafts 15, 16 of the second drive axle 6.
  • the axle differential 14 includes a differential cage 17 which is rotatably driven by the electric machine 13 about an axis of rotation, a plurality of differential wheels, which rotate together with the differential carrier 17 about the axis of rotation, and two side shaft gears, which are in meshing engagement with the differential gears and serve as output parts ,
  • the side shaft gears are connected to the respective side shaft 15, 16 for torque transmission.
  • the two side shafts 15, 16 are connected to the wheels 18, 19 of the second drive axle 6.
  • a controllable clutch 20 is provided in the second drive train.
  • a first function of the clutch 20 is that with this the drive torque for driving the second drive axle 6 can be adjusted, in particular variable depending on the determined need (target torque). Further, the second drive shaft 6 and the electric machine 13 can be connected to each other by means of the coupling 20 as needed or separated from each other.
  • the clutch 20 is preferably designed in the form of a friction clutch, which allows a continuously variable adjustment of the between the clutch input part 21 and the clutch output part 22.
  • the side shaft 16 In the closed state, the side shaft 16 is connected to the output part of the axle differential 14 for torque transmission.
  • the open state the side shaft 16 is mechanically separated from the axle differential 14, so that no torque is transmitted to the wheels 18, 19.
  • the clutch 20 can be adjusted continuously to any intermediate position, so that hereby can set and control the transmitted to the right and left side shaft 15, 16 torque.
  • the clutch 20 is presently arranged in the power path between the axle differential 14 and the right side shaft 16, it being understood that the clutch could also be arranged between the axle differential 14 and the left side shaft 15. Alternatively or additionally, a controllable clutch could also be arranged in the power path between the electric machine 13 and the axle differential 14.
  • This embodiment of the drive train with a clutch 20 in the second drive axle 4 is also referred to as a "booster".
  • the only schematically illustrated coupling 20 is actuated by an actuating unit (not shown) with which an axial force for closing the coupling 20 can be exerted on friction elements of the coupling.
  • the actuating unit of the clutch 20 and the electric machine 13 are controlled by an electronic control unit (ECU), which emits corresponding electrical control currents via lines to the clutch 20 and the electric machine 13.
  • ECU electronice control unit
  • a serial bus arrangement 23 is provided, which may be formed, for example, as a CAN (Controller Area Network) bus. Interfaces, protocols and electrical circuit technology for signal transmission on a CAN bus are known and need not be explained in detail. It goes without saying that as an alternative to a bus arrangement, individual wiring of the various electrical components of the vehicle to the control unit (ECU) may also be provided.
  • the control unit (ECU) comprises a program-controlled microprocessor and an electronic memory in which a control program is stored. In this case, corresponding control signals for the actuating unit of the clutch 20 and the electric machine 13 are generated by the microprocessor in accordance with the control program. To generate appropriate control signals, the control unit (ECU) relies on information about various operating parameters of the motor vehicle. For this purpose, the control unit (ECU) can access different signals via the bus arrangement 23, which are representative of these operating parameters.
  • speed sensors 24 are provided which provide information about the rotational speed n1 1, n12, n18, n19 of each of the wheels 1 1, 12, 18, 19. From the measured rotational speeds, the control unit (ECU) can calculate an axle speed n4 of the front axle 4 or an axle speed n6 of the rear axle 6.
  • a rotational speed sensor 25 may also be provided for monitoring a signal representing the rotational speed n4 of the differential carrier of the first axle differential 8, the rotational speed of the differential carrier n4 also being based on the wheel speeds of the respective wheels 11, 12; 18, 19 can be calculated.
  • control unit (ECU) accesses at least one engine signal, which for the provided engine torque M3 and / or the engine speed n3 of the first drive unit 3 is representative.
  • the motor signal is transmitted to the bus arrangement 23 by a schematically illustrated motor sensor 26.
  • the control unit (ECU) has access to a steering angle signal.
  • the steering angle signal is supplied by a rotational angle sensor 27, which detects the rotational position of the steering wheel 28 of the motor vehicle or of a steering column 28 carrying the steering column.
  • the rotational position of the steering wheel or the steering column is a measure of the steering angle of the motor vehicle designated ⁇ , that is, the angular deviation of the front wheels of a straight ahead position.
  • the steering angle ⁇ is simplistic drawn only on a wheel.
  • the control unit (ECU) can serve a pedal position signal, which indicates by means of a pedal sensor 29, the position P30 of the accelerator pedal 30 of the motor vehicle. It can also be provided that the control unit (ECU) can access one or more acceleration signals of the motor vehicle, which is representative of the transverse acceleration of the motor vehicle about the vertical axis or the longitudinal acceleration of the motor vehicle. For this purpose, an acceleration sensor 31 is shown symbolically, which is also connected via the bus arrangement 23 with the control unit (ECU). It can also be provided that the control unit (ECU) accesses further signals, for example a gear position signal which detects the gear position of the gearbox. In addition, the control unit (ECU) can determine a speed of the motor vehicle according to methods known per se.
  • a peculiarity of the present control concept is that the electric machine 13 is controlled in a desired speed mode as a function of the rotational speed n4 of the first drive axle 4 and / or the rotational speed n6 of the second drive axle 6 and that the clutch 20 in a desired torque mode is controlled as a function of the rotational speed n4 of the first drive axle 4 and the rotational speed n6 of the second drive axle 6.
  • the speed n4, n6 can also be referred to as the reference speed nref.
  • the speed control of the electric machine 13 can therefore, independently of other input variables, in principle be based on three options, namely on the basis of only the first speed n4, based only the second rotational speed n6 or based on the first and second rotational speed n4, n6.
  • the use of only the rotational speed n4 of the first drive axle 4 as an input variable is advantageous insofar as a possible slip on one of the wheels of the primarily driven drive axle 4 can be detected hereby.
  • the use of only the speed n6 of the second drive axle 6 is particularly favorable when the electric machine 13 is not or not yet coupled, so that the associated wheels of the drive axle 6 driven in the secondary direction are slip-free. Using both speeds n4, n6 combines the two advantages, as needed.
  • At least the rotational speed n4 of the first drive axle 4 or the rotational speed n6 of the second drive axle 6 is monitored, which serves as an input variable for the control unit (ECU) for determining the nominal rotational speed n13soll for the electric machine 13.
  • ECU control unit
  • the speed control of the electric machine 13 and the torque control of the clutch 20 on the basis of a determined speed difference between the first drive axle 4 and the second drive axle 6 takes place.
  • the sensed speed n4 of the differential carrier of the first drive axle 4 or a calculated speed of the first drive axle 4 with the speed n18, n19 at least one of the wheels 18, 19 of the second drive axle 6 are compared.
  • the control of the second drive train, or the electric machine 13 and the clutch 20, can be effected in dependence on the driving state of the motor vehicle.
  • three different control modes are conceivable here, namely a driving dynamics mode, a recuperation mode and / or a sailing mode.
  • a steering variable representative of the steering angle ⁇ of the wheels 11, 12 of the motor vehicle can be monitored by means of the sensor 27 and a corresponding steering signal can be generated.
  • the steering signal is an input of the control unit (ECU) and is used to set the target speed n13soll the electric machine 13 and / or the target torque T20soll the clutch 20 used to influence the driving dynamics of the motor vehicle.
  • ECU control unit
  • acceleration variables for the lateral acceleration, longitudinal acceleration and / or yaw rate of the motor vehicle as well as a variable representing the position of the accelerator pedal 30 can also be taken into account as further input variables.
  • the electric machine 13 can be switched on in particular when cornering of the motor vehicle, which contributes to an increase in driving stability and improving driving dynamics.
  • the rotational speed of the electric machine 13 is set in a targeted manner as if the second drivetrain 5 were or would be translated into fast compared to the first drivetrain 3, which is also referred to as rotational speed offset.
  • the size of the speed difference between the speed n4 of the first drive axle 4 and the achievable when the clutch 20 speed n6 of the second drive axle 6 can be adjusted depending on the steering angle ⁇ of the motor vehicle.
  • the setpoint speed n13setpoint of the electric machine 13 can in particular be set the larger, the greater the steering angle ⁇ of the motor vehicle.
  • the height of the speed difference can also be set as a function of the absolute vehicle speed, for example, the greater, the greater the speed of the motor vehicle.
  • the setting of the drive torque on the second drive axle 6 then takes place solely by means of the clutch 20. That is, by means of the clutch 20, the speed n13 provided by the electric machine 13 is converted into a drive torque for driving the second drive axle 6. In this case, the height of the drive torque can be adjusted in a targeted manner by appropriate activation of the clutch 20 to the desired value. As can be seen in particular from FIG.
  • the height of the desired clutch torque T20soll to be transmitted can be determined as a function of the rotational speeds n1 1, n12, n18, n19 of the front and rear wheels Wheels 1 1, 12, 18, 19, the speed n4 of the differential cage of the first axle differential 8, the steering angle ⁇ of the motor vehicle, the acceleration magnitudes for the lateral acceleration ay, longitudinal acceleration ax and / or yaw rate ry of the motor vehicle, the position size P30 of the accelerator pedal 30 and Engine sizes of the first drive unit 3, such as engine torque M3 and engine speed n3 are determined. It is understood that other variables, such as the absolute vehicle speed and a transmission signal, which indicates the switching position of the first gearbox, can be used to determine the desired clutch torque T20soll.
  • the electric machine 13 When driving straight ahead or at higher speeds of the motor vehicle, for example in overland or highway driving, the electric machine 13 can be switched off and the controllable clutch 20 are opened to avoid drag torque.
  • the Rekuperiermodus can be used when the motor vehicle is in overrun, that is, when gas is removed and the first drive train 3 (at least initially) remains closed. In Rekuperiermodus the clutch 20 is closed, so that the electric machine 13 are driven by the wheels 18, 19 of the second drive axle 6. In this case, the electric machine 13 operates in the generator mode and converts the introduced from the drive shaft 6 mechanical energy into electrical energy.
  • the electrical energy can be stored in a battery (not shown).
  • the clutch 20 can be opened, so that the electric machine 13 is decoupled from the wheels 18, 19 of the second drive train 6. Sailing operation occurs when the first drive unit is decoupled from the first drive train 3 while driving without braking.
  • FIGs 3 and 4 which will be described together below, show a drive train arrangement according to the invention in a second embodiment.
  • the present embodiment corresponds largely in terms of structure and operation of those according to Figures 1 and 2, so that in terms of the similarities in brief reference is made to the above description. there the same or mutually corresponding details are provided with the same reference numerals as in Figures 1 and 2.
  • the only difference is in the configuration of the second drive axle 6, which will be described below. It can be seen in FIGS. 3 and 4 that the second drive axle 6 has two clutches 20, 20 'with which the torque transmission and distribution to the side shafts 16, 17 is controlled. An axle differential is not provided in the present embodiment.
  • the drive train 5 comprises a transmission gear 14 'with one of the electric machine 13 rotatably driven input part and two drive-connected to the input part output parts 32, 33.
  • the two output parts 32, 33 are rigidly connected together so that they rotate at the same speed n6.
  • a clutch 20, 20 ' is provided per side shaft, each of which can be controlled individually.
  • the clutches 20, 20 'are designed in terms of operation as the clutch according to the above embodiment, to which reference is made to avoid repetition.
  • the couplings 20, 20 'are preferably designed the same.
  • the present embodiment with two clutches 20, 20 'as another special feature that the torque distribution between the right side shaft 16 and the left side shaft 15 individually adjust and control.
  • the control unit determines in each case a setpoint torque T20setpoint, T20setpoint individually for the associated clutch 20, 20 '.

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Abstract

L'invention concerne un procédé de commande d'un couple d'entraînement dans un ensemble de chaîne cinématique d'un véhicule automobile, comprenant les étapes de procédé suivantes : la surveillance d'une vitesse de rotation (n4) d'un premier axe d'entraînement (4) ; la surveillance d'une vitesse de rotation (n6) d'un deuxième axe d'entraînement (6) ; la détermination d'une vitesse de rotation théorique (n13théorique) pour le moteur électrique (13) à partir d'au moins une des vitesses de rotation (n4, n6) du premier et du deuxième axe d'entraînement (4, 6) ; la commande du moteur électrique (13) dans un mode de vitesse de rotation théorique en fonction de la ou des vitesses de rotation (n4, n6) ; la détermination d'un couple théorique (T20théorique, T20'théorique) à partir de la vitesse de rotation (n4) du premier axe d'entraînement (4) et de la vitesse de rotation (n6) du deuxième axe d'entraînement (6) ; la commande de l'embrayage (20, 20') dans un mode de couple théorique en fonction de la vitesse de rotation (n4) du premier axe d'entraînement (4) et de la vitesse de rotation (n6) du deuxième axe d'entraînement (6). L'invention concerne en outre un ensemble de chaîne cinématique pour la mise en œuvre du procédé.
PCT/EP2016/076348 2015-11-02 2016-11-02 Procédé de commande d'un couple d'entraînement et ensemble de chaîne cinématique destiné à mettre en œuvre le procédé WO2017076862A1 (fr)

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US15/771,434 US10227070B2 (en) 2015-11-02 2016-11-02 Driveline torque control
CN201680077710.1A CN108473043B (zh) 2015-11-02 2016-11-02 用于控制驱动力矩的方法和用于执行该方法的传动系组件

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DE102015118759.0A DE102015118759A1 (de) 2015-11-02 2015-11-02 Verfahren zur Steuerung eines Antriebsmoments und Antriebsstranganordnung zur Durchführung des Verfahrens
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US20180339698A1 (en) 2018-11-29
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US10227070B2 (en) 2019-03-12

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